Continuous train control



April 15, 1930. A. L. RUTHVEN CONTINUOUS TRAIN CONTROL Filed July 2'7. 1929 A mI Jwuemtoc'. KM

Patented Apr. 15, 1930 PATENT OFFICE ALFRED L. RU'IHVEN, OF ROCHESTER, NEW YORK CONTINUOUS TRAIN CONTROL Application filed July 27, 1929. Serial No. 381,495.

The present invention relates to continuous train control, and aims to provide simple means for eliminating blind spots at the insulated joints of the track, this application being a continuation in part of application Serial No. 131,659, filed August 26, 1926.

With continuous automatic train control, electrical current flows in the rails of the track so that energy is picked up by a receiving coil on the vehicle to give favorable controlling conditions on the vehicle when the train mayproceed. However, at the insulated joints of the track it is not possible to energize the rails close to the insulation, so that the rails have blind spots. Under clear or proceed conditions when the receiving coil moves over a blind spot, such as when the train is moving slowly or when the train is stopped with the coil over the blind spot, there will be an interruption in energy transmitted to the vehicle equipment, thereby producing a stopping or retarding condi* tion, which is undesirable.

The purpose of the present invention is to obviate such blind spots, so that the receiving coil in moving from one block to the next may receive energy continuously from the trackside circuit in moving over theinsulated joint.

With the foregoing and other objects in view, which will be apparent as the description proceeds, the invention resides in the construction and arrangement of parts, as hereinafter described and claimed, it being understood that changes can be made within the scope of what is claimed, without departing from the spirit of the invention.

The invention is illustrated in the accompanying' drawing, wherein- Figure 1 is a diagrammatical view illustrating one embodiment of the invention.

Fig. 2 is a diagrammatical view illustrating a modification. 7

Referring to Fig. 1, the trafic rail 7 of the track has insulated joints 8 dividing the track into blocks, as usual, and the rail 7 of each block is included in a Vehicle control trackside circuit controlled by the semaphore 9 at the entrance end of the next block. The

trackside circuit includes a conductor 10 connected to the rail 7 at the entrance end of the block and connected with the secondary winding 11 of a transformer 13, and the opposite terminal of said winding is connected to the switch 15 adaptedto bear against the front contact 17 which is connected by a conductor 19 with the rail 7 at the exit end of the block.

The primary winding of .the transformer 13 is supplied with alternating or pulsating current of suitable frequency by the supply line or circuit 20. The switch 15 for either clear or caution conditions is controlled by an electromagnet 22 which is controlled by thesemaphore 9 or by the wayside signal circuit in any suitable manner so that the magnet is energized and the switch closed for proceed or clear conditions, and is deenergized under danger or warning conditions.

In order to avoid the blind spot at the in sulated joint 8 at the entrance end of the protected block, the conductor 10 has a loop 24: extending across the respective insulated joint, in order that the electrical'energy of the circuit including the rail 7 may be picked up by the vehicle receiving element or coil 46 when passing said joint, so as to avoid interruption in the vehicle equipment A controlled by said coil or element 46.

Consequentl if the trackside circuits are energized, and the coil 46 moves over the insulated joint 8 where the blind spot is normally located, the coil may receive energy from the loop 24: which lies close to the insulated point, thereby avoiding an interruption in the reception of energy by the coil 46 from the trackside.

Fig. 2 illustrates a modification wherein both rails 'Z" are included in the trackside circnit, and a bridging conductor or wire Qt connects the rails 7 at the entrance end of the block and has portions 2 F disposed close adjacent tothe insulated joints 8 so as to avoid blind spots both sides of the track, so that receiving coils moving over both rails 5 may receive energy from the trackside circuit while passing over the insulated joints 8.

Having thus described the invention, what is claimed as new is 1. The combination with a vehicle track 10 having insulated joints dividing the track into blocks, and a vehicle carried a paratus including a receiving coil cooperab e inductively with said track, of trackside circuits including the track rails and having portions extendin adjacent to the insulated joints to avoid bind spots.

2. The combination with a vehicle track having insulated joints in the rails thereof dividing the track into blocks, and a vehicle carried apparatus including a receiving coil cooperable inductively with the track rails, of trackside circuits including said rails and conductors connected in series thereto and having portions extending adjacent to the insulated 'oints for cooperation inductively with sai coil to avoid blind spots.

3. The combination with a vehicle track havin v insulated joints dividing the track into 1) ocks, and a vehicle carried apparatus including a receiving coil cooperable inductively with said track, of trackside circuits including the track rails and having loops extending adjacent to the insulated joints to avoid blind s dots.

4. The com ination with a vehicle track having insulated joints in the rails thereof dividing the track into blocks, and a vehicle carried a paratus including a receiving coil coo erab e inductively with said rails, of trac side circuits including said rails and conductors connected in series thereto and having loops extending adjacent to said insulated joints for inductive cooperation with said coil to avoid blind spots.

5. The combination with a vehicle track having insulated joints dividing the track into blocks, and a vehicle carried apparatus including a receiver cooperable inductively with the track, of trackside circuits including the blocks of the track, said circuits having means at said insulated joints to energize said reoeiver to avoid blind spots.

6. In train control apparatus, the combination with controlled trackside circuits including the track, the track having portions unsuitable for conducting electrical current, and vehicle-carried receiving means cooperable inductively with the trackside circuits, of means arranged to be energized and deenergized with corresponding trackside circuits and independent of and bridging said track portions for inductively influencing the vehicle-carried receiving means when it passes said portion, to avoid blind spots.

7. The combination with a vehicle track having insulated joints in the rails thereof, controlled trackside circuits including said rails, and vehicle-carried receiving means cooperable inductively with said rails, of means separate from the rails arranged to be energlued and deenergized with corresponding trackside circuits and bridging said insulated joints for inductively influencing the vehiclecarried receiving means when passing said joints.

8. The combination with a vehicle track having insulated joints in the rails thereof dividing the track into blocks, controlled trackside circuits including said rails of the blocks, and vehicle-carried receiving means cooperable inductively with said rails, of means arranged to be energized and deenergized with corresponding trackside circuits and arranged at said insulated joints for inductively influencing the vehicle-carried receiving means to avoid blind spots when said receiving means passes from one block to the next with the corresponding track circuits energized.

9. In train control apparatus, the combination with controlled trackside circuits including the track, the track having portions unsuitable for conducting electrical current, and vehicle-carried receiving means cooperable inductively with the trackside circuits, of means arranged to be energized and deenergized with corresponding trackside circuits and bridging said track portions for inductively influencing the vehicle-carried receiving means when it passes said portions, to avoid blind spots at said track portions.

In testimony whereof I hereunto aflix my signature.

ALFRED L. RUTHVEN. 

